Locomotive-spring support



' June 25, 1929. w, c, wHn oMB ET AL 1,718,445

LOCOMOTIVE SPR-ING SUPPORT- Filed Jan. 1928 2 Sheets-Sheet 1 Jnwntm Mmmax-mm t JMJ June 25, 1,929.

W. C. WHITCOMB El AL LOCOMOTIVE SPRING SURPORT Fiied Jan. 6,1923

2 Sheets-Sheet 2 Patented June 25, 1929.

UNITED STATES 1,718,445 PATENT OFFICE.

\VILLIAM C. WHITCOMB AND WILLIAM F. ECKERT, OF ROCHELLE, ILLINOIS, AS-

SIGNORS TO GEO. D. WHITCOMB COMPANY, OF ROCHELLE, ILLINOIS, A CORPORA-'IION OF ILLINOIS.

LOCOMOTIVE-SPRING SUPPORT.

Application filed January 6, 1928.

This invention relates to cross equalizing spring supports forlocomotives and is of special utility in connection'with gasolinelocomotives. In this type it is customary to mount the internalcombustion engine in a forward position upon and between the sides ofthe frame above the front wheels. It is also desired to position theengine low on the frame. This location of the engine gives a wellbalanced arrangement in a short coupled locomotive of this type. Suchconstruction did not, however, prior to our invention, permit the use ofa cross equalizing spring support between the journal boxes of the frontaxle.

The primary purpose of the present invention is, therefore, to provide across-equalizing spring support for a gasoline locomotive of thecharacter described whereby the desired spring action is obtainedwithout interference with the position or location of the engine.

Another object is to provide a construction of this kind which willpermit of using axles for either standard or narrow gauge rails.

Another object is to provide a cross equalizing spring support inconnection with a frame structure of hollow section. According to thisphase of our invention the longitudinal equalizing levers which actbetween a transverse equalizing lever and the springs are mountedwithin. the hollow sides of the frame. This provides an enclosedconstruction which is especially practical and desirable. lVehavefurther aimed to mount the transverse equalizing lever on thefrontbumper so that no additional transverse frame members are required.

Other objects and attendant advantages will be appreciated by thoseskilled in this art as the invention becomes better understood byreference to the following description when considered in connectionwith the accompanying drawings, in which Figure 1 is a side elevationpartly in section of a locomotive embodying our invention;

Figs. 2 and 3 are detail sections taken on the lines 2-2 and 3-3respectively of Fig. 1; Fig. 4 is a fragmentary plan view of thelocomotive frame partly broken away to show the equalizing springsupport; and

Fig. 5 is a similar side view of the frame.

In the present embodiment of our invention the frame and bumpers arecast integral Serial No. 244,900.

and are of heavy section to provide a rigid foundation for the engineand transmission. The sides of the frame, designated generally by 6, areof hollow section as shown clearly in Figs. 2, 4, and 5, and areconnected by the front and rear bumpers 7 and 8 respectively. Said sideshave formed integral therewith pedestal jaws 9 for the journal boxes 11in which the front and rear wheel drive axles 12 and 13 are journaled.

Any suitable drive may be employed, in this case the drive wheels beingconnected by connecting rods 14 and the rear axle being driven by achain 15 from the transmission mechanism (not shown) in turn driven bythe internal combustion engine 16. The engine, located forwardly on theframe above the front axle 12, is mounted upon and between the sides 6.The engine is bolted to suitable lugs and brackets (not shown) castintegral with the frame sides 6. This provides a rigid bed for the motorwithout the use of transverse frame members.

The construction and mounting of the leaf springs designated generallyby 17, as well as the construction of the frame sides, which permits ofquick installation and removal of these springs, forms the subjectmatter of a separate invention claimed in our pending application,Serial N 0. 244,902, filed January 6, 1928. Each spring is preferably ofthe half-elliptic type. In the present instance the leaves of eachspring are held in associate relation by a strap or band 18 which seatsin a recess 19 in the top of the journal box. Each side housing isshaped to provide a transverse opening 21 just above the pedestal jawsof sufiicient length to permit sidewise insertion and removal of thespring from the side of the frame. In the normal position the ends 22 ofthe rear springs seat in recesses 23 which are shaped to preventsidewise and end displacement of the springs. *hen the load is relievedfrom the springs by lifting the frame sufiicientlv the journal boxeswill drop and permit lowering of the spring ends from the recesses 23and sidewise withdrawal of the spring from the side frame. The frontsprings are mounted in the same manner with the exception that only therear end of each spring is seated in a recess 24 and the front end 26 isfree to swing vertically in an equalizing action and is connected to theframe structure through the agency of a cross-equalizing means.

6, with its rear end 29 This means comprises a longitudinal equalizinglever 27 for each front spring pivoted at 28 upon and between the sidewalls of the side resting on the front end 26' of the spring. The frontend 31 of each longitudinal equalizing lever rests on the outer end 32of a transverse-equalizing lever 33 which is pivoted on a pin 34 in turncarried by a bracket integral with and extending rearwardly from thefront bumper 7. The foregoing construction provides a cross-equalizingconnection between the front springs, the equalizing action of whichwill be apparent. The connection between the front springs does notinterfere with the mounting or location of the engine-nor with thearrangement of the wheels for either standard or narrow gauge tracks.

It should be noted that in the practice of our invention any suitableform of spring or spring structure might be .used in cooperation withthe longitudinal and transverse equalizing levers. The presentembodiment is, however, a preferred species of the inven tion and servesin a practical and desirable manner the purposes intended.

lVe claim:

1. In a locomotive, the combination of a frame, an engine mounted on theframe,an axle beneath the engine, and a cross-equaliz ing spring supportfor the frame on the axle including means acting between the springsmounted on the sides of the frame extending longitudinally thereof andconnected transversely beyond one end of the engine.

2. A cross-equalizing spring support for a locomotive, comprisinglongitudinal equalizing levers connected by a transverse equalizinglever, and a spring support for each journal box of a car axle connectedat one end to one of the longitudinal. equalizing levers and at theopposite end to the frame.

3. In a locomotive, a frame, an axle, journal boxes for the axles guidedfor vertical movement on the frame, a spring support in terpos'edbetween the frame and journal boxes comprising a half-elliptic leafspring on each journal box, one end of each spring having supportagainst the frame, a longitudinal equalizing lever mounted on theframeand acting against the other end of each spring, and a transverseequalizing lever mounted on the frame and acting between thelongitudinal equalizing levers.

4. In a locomotive, a frame having sides of hollow section connected atone end by a bumper, an axle, journal boxes for the axle,

a spring interposed between each journal box and the frame, alongitudinal equalizing lever mounted within each hollow side andconnected to the adjacent spring, and a translever mounted on the bumperand connecting lovers.

5. A locomotive having side frame members upon and between which theengine is adapted to be mounted a transverse frame member connectingsaid side frame members, an axle, and a spring mounting for the axleincluding a spring for each end of the axle, a longitudinal equalizinglever mounted on each side frame member and connected with the adjacentspring, and a transverse equalizing lever mounted on the transverseframe member and connecting the longitudinal equalizing levers. I r

6. A locomotive having side frame members of hollow section connected atone end by a bumper, each side frame having pedestal jaws and atransverse opening thereabove, an axle, journal boxes for the axleguided by said pedestal jaws, a spring structure mounted on each journalbox anddisposed in the opening thereabove with one end of the structurein supporting contact with the side frame and the opposite end free, andan equalizing structure connecting the free ends of the springstructures including parts mounted within the hollow side frame and atransverse part mounted onthe" bumper.

7. In a locomotive, the combination of a frame having side membersconnected by a transverse member, an engine interposed between andmounted on the-side members, an axle beneath the engine, and a crossequalizing spring support for the axle. including equalizing membersmounted on the side members and connected transversely by meansextending across one end of the-engine.

8. A locomotive the 'frame'of which is cast integral to provide hollowsection sides having pedestal jaws and a front bumper having arearwardly extending lever supporting bracket, an engine adapted to bemounted on the frame upon and between the sides and extending forwardly7 beyond the pedestal jaws, an axle having said pedestal jaws, ahalf-ellipticf'spring mounted on each ournalbox and having supportingcontact at its rear end with the side frame, the forward end of thelever being free, a longitudinal equalizing lever mounted within eachside frame and having supporting contact at its rear end with thefreeend of the adjacent spring, and a transverse equalizing lever mountedonthe said lever supporting bracket and connected at its ends with theforward ends of the longitudinal equalizing levers.

.WILLIAM G. WHITGOMB.

WILLIAM F. ncxan'r.

'ournal boxes uided b

